Train line coupler



J y 1 A., GAUTHIER v 2,086,381

TRAIN LINE COUPLER Filed Aug. 1, 1955 I 4 Sheets-Sheet J.

Inventbr July 6, 1937. GAUTH|ER 2,086,381 I TRAIN LINE COUPLER FiledAug. 1, 1955 4 Sheets-Sheet '2 TRAIN LINE COUPLER IIIIIIIIIl/IIIIIA 5 9I nventor fllfiem" 6a file/ BY I I i ttorney 1937' A. GAUTHIER R2,086,381

9 TRAIp LINE COUPLER Filed Aug. 1, 1935 4 Sheets-Sheet 4 w Q, h

Inventor Patented July 6, A 1937 UNITED STATES PATENT OFFIQE TRAIN LINECOUPLER Albert Gauthier, Villemontel, Quebec, Canada, assignor ofone-twelfth to Lucien Ladouccur and one-twelfth to Rodolphe Perrcault,both of Amos (Abitibi) Quebec, Canada, and one- Application August 1,

Claims.

The present invention relates to couplers for connecting air and steamtrain lines of railway cars.

An object of the invention is the provision of coupling means for air,steam and whistle lines of a train of railway cars designed to enableautomatic connection.

Another object of the invention is the provision of train line couplersof the above character which may be automatically disconnected uponuncoupling of the car couplers.

A further object of the invention is the provision of a coupler equippedwith means for automatically opening the train line valves when the airand steam line couplers are connected.

Still another object of the invention is the provision of a train linecoupler equipped with means for gradually opening the air brake lineupon engagement of the train line couplers.

Still another object of the invention is the provision of train linecouplers of the aforesaid character embodying mechanism for pressing theinner port equipped faces of the coupler jaws together when the couplersare connected.

A still further object of the invention is the provision of a train linecoupler having means for opening the air brake line to the atmospherefor efiecting automatic application of the train brakes when thecouplers become unintentionally disconnected.

Other objects and advantages of the invention will become apparent asthe description progresses.

In the accompanying drawings forming a part of this specification and inwhich like reference characters are employed to designate correspondingparts throughout the same:

Figure l is a perspective View of the train line coupler associated witha supporting car coupler,

Figure 2 is a side elevational view of one coupler, partly in section,

Figure 3 is a transverse section on line 33 of Figure 2,

Figure 4 is a top plan view of a coupler partly in section,

Figure 5 is an enlarged plan view showing the coupler heads in sectionand in nearly connected position,

Figure 6 is a side elevational view of the coupler, partly in section,

Figure 7 is a section through a pair of couplers in fully connectedposition,

Figure 8 is a side elevational view of the couplers showing the valvemechanism in the initial coupling position.

1935, Serial No. 34,127

Figure 9 is a similar view showing the automatic adjustment of the valvemechanism, subsequent to the connection of the couplers,

Figure 10 is a longitudinal section through a piston with the pistonvalve in closed position,

Figure 11 is a similar View showing a piston valve in open position,

Figure 12 is a transverse section taken on the line l2l2 of Figure 2,

, Figure 13 isa fragmentary top plan, partly in section, showing thecoupler jaw clamping mechanism, c

Figure 14 is an enlarged longitudinal section on line l4--!4 of Figure4,

Figure 15 is a similar view on line l5-|5 of Figure 2, and

Figure 16 is an enlarged fragmentary section on line Iii-l6 of Figure 6.

Referring to the drawings, wherein for the purpose of illustration isshown a preferred embodiment of the invention, A and B designatecomplementary couplers each of which embodies a longitudinal shank 20enlarged at the outer end to form a tapered pyramidal head 2| having ahalf portion recessed to form a socket 22. The opposite half portion ofeach head is formed to provide a longitudinally protruding tapered jaw23 terminating at the outer end with a reduced tongue 24. In the shankof the couplers are formed a plurality of, in the present instancethree, longitudinal passages 25, 26 and 21' assuming arcuately curvedforms in the head and terminating in ports 28, 29 and 30 at the innerside face of the jaw. A rubber gasket 3! is secured in each of the ports28, 29 and 33 and is formed to provide an outwardly projecting resilientring portion 32. To the opposite inner end portion of the coupler shankare attached flexible conduits 33 connecting the train brake air linewith the upper passage 25, the steam line with the lower passage 26 andthe whistle air line with the passage 21, as shown to advantage atFigure 1.

In the head of the coupler A is formed a longitudinal slot 35 in whichis pivotally supported a catch hook 36 pivotally connected with a pin 3?having the inner portions disposed in longitudinal grooves 38 so thatthe catch may be moved longitudinally. An angular spring 39 secured inthe slot yieldingly swings the catch hook to an inward connectingposition. To the inner end of the hook 36 is pivotally connected one endof a link v ll] the opposite end of which pivotally connects with theouter extremity of a radial arm 4| connected to the end of a stem 42formed on the inward extremity of a plug valve 43 mounted transverselyin the coupler head and provided with an angular passage. When the valveis rotated by the movement of the hook and lever connection the angularpassage therein forms communication between a bore 44 disposedlongitudinally in the head and a port 45 in a valve bonnet 46. The headof the complementary coupler B is also provided with a longitudinal slott? provided with a catch hook 48 pivoted on a fixed pivot pin i-sandnormally urged to an inward connecting position by means of a spring 56.To an ear on the intermediate portion of the catch hooks 36 and 48 isconnected a chain 5| adapted for connection with a movable part of thecar coupler so that the hooks may be automatically disconnected whenseparating the couplers.

In the intermediate portion of the shank is mounted a rotary plug valve53 provided with a valve passage and extending transversely through theupper air brake passage 25 to control the passage of compressed airtherethrough. The valve 53 is provided at each end with a noncircularextending stem portion. Below the valve 53 is mounted a similar plugvalve 54 extending transversely through the shank and intercepting thelower steam and air line passages 26 and 21 and provided with valvepassages in correspondence therewith. V

About the shank is mounted a cylindrical elongated structure generallyindicated at C embodying, at the forward end, an annular flanged ring 56rigidly supported by a bracket 51 connected with the car coupler orother suitable structure of the car. Rigidly secured upon the ring 56and extending inwardly therefrom is a cylindrical coil spring 58 theinner extremity of which is rigidly secured to an inner angular ring 59.The ring 59 is formed with a spider embodying a plurality of radial arms60 bolted or otherwise fastened to lugs 6| formed on the shank. At oneside of the coupler shank 20, within the concentric cylindricalstructure 0, is formed a crank case 63 communicating with a horizontalrearwardly projecting cylinder 64. Within the cylinder 64 is mounted aslidable piston 65 having an aperture of relatively small bore 66 formedin the head. At the centre, the piston head is formed with a bevelledseat formed to engage a bevelled disc valve 6'! provided with a stem 68slidable in a guide sleeve 69 secured by a bracket in the piston. Aswill be noted from Figures 10 and 11, the valve 6'! is formed toautomatically assume a closed position when the piston is moved towardthe closed end head 10 and to automatically assume an open position whenthe piston is moved in a reverse direction, the purpose of which will bedescribed hereinafter. A piston rod H, pivotally connected to a wristpin E2 on the piston, projects longitudinally forward and into the crankcase 63. The inner end of the piston rod H is pivotally connected to theouter end of a crank arm 13 connected to a lateral stem of the valve 53.

To the opposite lateral stem of the valve 53 is connected a lever 15having the outer extremity pivotally connected to the ear of a flanged.sleeve 16 slidably fitted on a longitudinally extending rod 1.7. Theforward end of the rod 17 is connected to a pivot bracket 16 on theinterior of the ring 56 while the intermediate portion is formed with acollar 79 adapted to limit the forward movement of the sleeve. Securedon the rear of the rod 11 and pressing against the sleeve to yieldinglyslide the same forwardly against the collar is a coiled compressionspring 80 held in position by a washer 81. A second rod 82 having itsfront end connected with a pivot bracket 83 on the front ring 56 extendsrearwardly in the cylinder C and connects with a valve arm 84 secured tothe stem "extension of the valve 54. When the couplers are brought intocontact each is retracted, that is, moved longitudinally inward withrespect to the fixed ring 56 against the tension of the cylindricalspring 58 which yieldingly forces the coupler heads into snuginterfitting engagement. The rod 82 attached to the fixed ring causesthe bottom valve 54 to rotate to an open position as the coupler shankis moved longitudinally inward to as to open the steam and whistle airconduits. Quick or sudden opening of the valve 53 controlling the airbrake conduit is, however, avoided inasmuch as the piston 65 impedesrotation thereof. In consequence, the resistance effected by the pistoncauses the lever 15 to slide the sleeve 16 inwardly on its supportingarm against the compression spring 86 which, acting through the leversand the valve, slowly rotates the valve and depresses the piston whichmoves at a predetermined retarded speed due to the restricted escape ofair from the cylinder chamber through the small aperture 66. Thus, agradual closing of the air brake line is effected upon engage I ment ofthe couplers.

A pipe 86, of relatively small diameter, extends along the coupler shankand connects a vertical bore 81 disposed inwardly of the control valve53 with the passage 44 in the coupler head to enable automatic openingof the air brake line to the atmosphere upon unintentional separation ofthe couplers. V v

When the couplers inter-engage, the gaskets 3| on the jaws of thecomplementary heads are tightly pressed together to provide a leak-proofjoint of the communicating ports by means of an arcuate clamping lever89 pivotally connected to the coupler formed with a clamping lug at theouter end adapted to engage the projecting tongue of the complementarycoupler jaw.- The inner end of the lever engages a pin 9| secured on theintermediate portion of, an arm 92 having its inner extremity pivotallyconnected withthe shank. The outer opposite end of the arm 92 ispivotally connected to the end of a coacting arm 93 the forward end ofwhich is connected with a pivot bracket 94 on the fixed ring 56. Thismechanism is designed to swing the lever 89 to clamping position as thecoupler is retracted rela tive to the fixed ring to assure a tight jointwhen the couplers are united.

The inner end portion of each coupler shank may be supported in a slidebracket 96 attached toa pivot support, as for instance pivoted draftgear of the car. Y

As the cars are brought to coupling position the complementary trainline coupler sections A and B, on the adjacent ends of respective cars,

slidably engage, that is, the jaws 23 slide into the respective sockets22 and each coupler is retracted against the action of the cylindricalspring 56.

As the couplers are retracted the valves 53 and 54 are automaticallyactuated to effect quick opening of the steam and whistle air lines andretarded gradual opening of the air brake line. As will be noted fromFigure 11, the closure of the air brake valve may be effected quitequickly inasmuch as the valve 6'! and the piston 65 automatically opento permit relatively rapid return movement of the piston. When thecouplers are engaged the levers 89 operate to press the inner faces ofthe coupler jaws together compressing the elastic gaskets 3! to form avery tight joint.

When the coupler sections are fully connected the hooks 3B and 4Sinterlock, as shown at Figures 5 and 7. When the train line couplers areto be intentionally disengaged, the hooks are swung to clearingpositions by means of the chains attached thereto. matically actuatedduring uncoupling operation by connecting the same with the car couplerreleasing gear. If the train line couplers should be unintentionallyseparated, as by accidental disconnection of the car couplers, the hook36 will be moved longitudinally and will operate the safety relief valve43, on one section of the coupler, opening the air brake line to theatmosphere so that the master air brake control valve, as for instance atriple valve, will cause the brakes to be automatically applied.

It is to be understood that the form of my invention herein shown anddescribed is to be taken as a preferred example of the same and thatvarious changes as to the shape, size and arrangement of parts may beresorted to without departing from the spirit of the invention or thescope of the subjoined claims.

Having thus described my invention, I claim:-

1. An automatic train line coupler comprising a pair of complementaryinterconnecting coupler sections, each of said sections having trainline passages formed therein, valves on each coupler section for throughthe train line passages thereof, mechanism for automatically opening thevalves when the couplers engage and closing the valves when the couplersdisengage, means whereby the valve controlling the air brake line willbe opened with a gradual retarded movement and means wherebydisengagement of the couplers will open the brake line to theatmosphere.

2. An automatic train line coupler comprising a pair of complementaryinter-connecting coupler sections, longitudinally slidable hooks forretaining said sections together, each coupler section being providedwith train line passages, valves controlling the air brake linecommunication with the atmosphere, said valves being actuated by thesliding movement of the hooks, spring means for resiliently forcing thecoupler sections together when connected, the said couplers beingadapted to assume retracted positions in engagement, valves controllingthe passage of fluid through the train line passages, and mechanism forautomatically opening the valves when the coupler sections engage andclosing the same when the sections separate and associated pneu- Thesechains may be autocontrolling the passage of fluid matic means forgradually opening the air brake line when the sections engage.

3. An automatic train line coupler comprising a pair of complementaryinter-connecting coupler sections, hooks for positively locking saidsections together, each coupler section being provided with train linepassages, spring means for resiliently forcing the coupler sectionstogether when connected, the said couplers being adapted to assumeretracted positions in engagement, valves controlling the passage offluid through the train line passages, mechanism for automaticallyopening the valves when the coupler sections engage and closing the samewhen the sections sepa-' rate, means whereby the valve controlling thepassage for the air brake line will be opened with a gradual retardedmovement and a lever for additionally pressing the sections togetherlaterally to insure air-tightness between the passages.

4. An automatic train line coupler comprising a pair of complementaryinter-connecting coupler sections, each coupler section being providedwith passages including steam, air brake and whistle lines, spring meansfor resiliently forcing the coupler sections together when connected,the said couplers being adapted to assume retracted positions inengagement, valvescontrolling the passage of fluid through the trainline passages, mechanism for automatically opening the valves when thecoupler sections engage and closing the same when the sections separate,means for automatically opening the air brake line to the atmosphereupon unintentional disconnection of the coupler sections, and pneumaticmeans for opening gradually the brake line valve upon engaging thesections together.

5. In an automatic train line coupler, a main coiled spring attached atone end to a fixed point of the rolling stock, a shank secured to theother end of said spring for retracting purposes, a head formed on theouter end of the shank and pro-- vided with train line passages, valvesfor controlling the flow of fluid through the said passages, rodsattached to the fixed end of the spring and adapted to actuate thevalves through the longitudinal movement of the spring, pneumatic meansfor gradually retarding the opening movement of the air brake lineagainst the spring action, a hook for positively connecting the headwith a corresponding similar one, a valve actuated by the movement ofsaid hook for opening the brake line to the atmosphere upon accidentaloperation of the hook, and a lever operated by the retracting motion ofthe shank for laterally pressing the head against a corresponding onewhen engaged therewith.

ALBERT GAUTHIER.

